Cushioning and centering device for railway car couplers



April 14, 1936. E. E. SCHLESING ER 2,037,092

CUSHIONING AND CENTERING DEVICE FOR RAILWAY CAR 'COUPLERS Filed July 18, 1931 5 Sheets-Sheet l fiveniar EdgarESc/Jawhger April 14, 1936; 2,037,092

CUSHIONING ANDCENTERING DEVICE FOR RAILWAY CAR COUPLERS E. E. SCHLESINGER Filed Jui 18, 1931' 3 Sheets-Sheet 2 denial I EfSefijesm er April 14,- 1936. E. E. scHLEsmc'sEfQ CUSHIONING AND CE NTERING DEVICE FOR RAILWAY CAR COUPLBRS 3 Sheets-Sheet 3 Filed July 18, 1931 7 6 n AX? n, FER 5 A w n u g m y F F f h v u u a .1. J

m m r? u m Cr m w AK V 55 the track.

Patented Apr. 14, 1936 Nl'lED STATES Union Metal Products Company, Ehicago, m a corporation of Delaware Application July 18, 1931, Serial No. 551,589

ill-Claims. The device relates to railway cars and more particularly to the means for supporting the outer end of a railway car coupler adjacent its head which permits the coupler to move horizontally and vertically and adjust itself to the curves and When a coupler is supported by a carrier, which in is not movable vertically, a great stress is thrown in the shank of the coupler by the downward (or upward) pressure of the coupler when the car passes over a hump (or valley) in the track (technically known as vertical curves) which when occurring while the couplers'are under severe pulling or buning stressesis a serious matter and this condition was a contributing cause of the Americal Railway association increasing the size of the standard coupler shank. One of .the objects of the invention, therefore, is to reduce the service stresses in the coupler by providing a yielding coupler carrier thereby permitting the outer end of the coupler to move downwardly so that the center line of the coupled couplers will be'nearer a straight line, therebyreducing'the resultant forces in the coupler shanks. When the force ceases, for instance, when the cars are uncoupled, the yielding carrier forces the coupler to its normal vertical position, which is prescribed by the American Railway Association and which is necessary so that -the couplers will automatically couple when the cars arerun together.

Another' object of the yielding carrier is to prevent the-jar in the coupler caused by the uneven track and the movement of the coupler uponthe carrier from being transmitted to the adjacent car parts,--which jar and vibration causes the fastening means, such as bolts, to become loose, or perhaps entirely ineffective. Jars and jolts between the coupler and the carrier are 'alsocaused by the engaging parts of the two coupled couplers slipping over each other under pressure. Furthermore, such yielding means, by reducingthe vertical force of the coupler upon its carrier, reduces the friction and consequent wear between theseparts. The wear upon the coupler shank makes a weak place in the shank -causin it to break at that place when the cars are coupled, especially when coupled in a hump or valleyin .Another object is to provide a. device which cushions and centers the coupler without twisting the coupler when the cars go around curves, which twisting action distorts the coupler shank and moving parts of the coupler causing them to work hard or even bind, making the coupler inoperative. This is accomplished by maintaining the top oi. the carrier parallel to the bottom of the coupler and in contact therewith. In other words, the carrier adjusts itself to the coupler. Maintaining the width of the coupler shank in contact with the carrier maintains a large bearing area'between these two elements and thereby reduces the wear upon them. 1

One of the objects of the invention is to increase the amount of permissible lateral movement of a coupler by providing automatic means for returning the couplers to the longitudinal center of the car or at least close enough thereto so that the automatic couplers will couple. This is what is termed the coupling range.

It is very often -necessary to couple cars on curves and frequently when the radius of the curve is very small, as is common around-industrial plants, the couplers of the two cars will be so far out of alignment that they will not auto matically couple. Another object of the invention is to automatically bring such couplers within coupling range.

In my device the lateral movement between the coupler and the carrier is eliminated, thus reduc ing friction and consequent wear on the parts. This is quite an item particularly in sandy countries because couplers are costly and the replace- 'ment of a coupler means keeping the car out of 30 service.

Coupler positioning devices reduces the num-- ber of broken knuckles and guard arms-on couplers which members are frequently bent or broken when the couplers are not within coupling 35 range. Such devices also reduce the number of accidents to trainmen as they are not required to go between the cars and position the coupler preparatory to coupling.

' Another object of the invention is to provide means tolimit the movement of the carrier lengthwise of the car, which means also prevents the carrier Irom tipping when the coupler slides over it.

In the drawings: 1

Fig. 1 shows a typical application of my device to a railway car when the device is in normal posttion.

Fig. 21s a section on line 2-2 of Fig. 1.

' Fig. 3 shows the device with the yielding means compressed.

Fig. 4 shows the device when the coupler is in its extreme lateral position.

Fig. 5 shows a coupler carriage.

Fig. 6 shows a link.'-

Fig. '7 shows a modified construction.

Fig. 8 is a section on line 8-8 of Fig. 7.

Fig. 9 shows a. modified construction with the yielding means comprising a full elliptic spring. 7

Fig. 10 is a section on line ill-iii of Fig. 9.

Figs. 11 and 12 show connections between the spring and the link.

Fig. 13 shows a modified construction wherein the coupler carriage is extended so as to engage the supporting links independently of the yielding carrier under maximum permissible compression thereof.

Fig. 14 is a section on line "-44 of Fig. 13.

Fig. 15 shows the modified device with th yielding means compressed.

Fig. 16 shows the modified device with the coupler in extreme lateral position.

In the drawings the striking casting, supporting member or other car part 2 is attached to the car and supported thereby by any convenient means, such as the rivets 36, which hold it to the draft sills 5. The links 1 are swingably suspended from the supporting member 2 on opposite sides of the center line 8 of the car, which links 1 are preferably provided with spaced apart walls Ill-ll and a journal i2 therebetween at their lower ends. The coupler carrier consists of a leaf spring l preferably bowed upwardly having its opposite ends pivotally attached to the links I preferably engaging the above mentioned journals" E2 of the links I. In the form illustrated in Figs. 1 to 7 inclusive the engagement between the coupler carrier l5 and the links 7 consists of forming the ends of one of the leaves of the spring into semi-circular bearings 66 which engage the journals l2 of the links respectively. I preferably provide a return bend portior l8 in the ends of the spring to increase the strength of the carrier at this place. A separate hearing may be provided if desired. A carriage I9 is secured to the carrier l5 through the spring band 20 by the rivets 2| which carriage is provided with projections 22 to retain the coupler 23 central of the spring carrier l5. The spring band 26 and carriage 21 may be made in one piece, as shown in Fig. 5.

The vertical movement of the coupler 23 and also that of the yielding means l5 may be restricted by providing a strap 30-3I connecting the lower parts of the links 32 which becomes a tension member, or tie between the end of the links upon a predetermined vertical movement of the coupler. In other words, by restricting the outward swinging movement of the links, the downward movement of the coupler is restricted. This tie or strap prevents the spring from being f deflected beyond a point that might destroy it.

Such a tie-member is shown in Figs. '7 and 8.

Figs. 9 and show a modified construction wherein a full elliptic spring "40 is used as a carrier having its opposite ends pivotally at tached to the; spaced apart links 4| respectively. The upwardly curved part of the full elliptic spring (i. e., a semi-elliptic spring) forms the carrier and the downwardly curved part forms a yielding means between the lower ends of the links M to yieldingly resist the outward swinging movement of the links due to the downward movement of the middle of the upwardly curved semi-elliptic spring. A full elliptic spring provides greater resistanceto the vertical movement 01 the coupler. Fig. 11 shows a pivotal connection between the spring and the link wherein the main leai d3 of the lower part of the spring forms the bearing dd for engagement with the journal d5 of the link 66 and is extended (5'!) to prevent the ends of the upper spring to from slipping outwardly away from the link. Fig. 12 shows a similar construction wherein the main leaf 5d of the upper spring overlaps and underlaps (5|) the end 52 of the main leaf 53 of the lower spring.

When the suspending links are vertical (or parallel to each other) a parallelogram movement is obtained and the coupler engaging surface remains horizontal so that the coupler is not twisted. However, if the links are positioned obliquely to each other, as shown in Fig. 9, a greater centering action is obtained and if such oblique links are used the yielding means prevents any twisting action upon the coupler by allowing the carriage l5 to adjust itself to the coupler 23 independently of the carrier I5.

In the modification shown in Figs. 13 to 16 inclusive the carriage 60 is extended (6|) between the side walls Ill-ll of the links 1 and over the journals l2 of the links so that the carriage 60 will engage the links upon a. predetermined vertical movement of the spring carrier 63 so as to limit the vertical movement of the spring carrier 63 and also act as an emergency support for the carriage 60 (and coupler) upon the links 1 independently of the spring 63, which may be desirable inthe event of the breaking of the spring or of the spring becoming fatigued and taking a permanent set. The carriage 60 is provided with journal bearings 65 which engage the journals l2 of the links'in the event of the spring being lost. The carriage is provided with lugs 61 engaging opposite sides of the spring band 68 or other part of the spring to cause the spring and carriage to move together laterally of the car.

The accompanying drawings illustrate the preferred form of the invention, though it is to be understood that the invention is not-limited to the exact details of construction shown and described, as it is obvious that various modifications thereof, within the scope of the claims will occur to persons skilled inthe art.

I claim:

1. A cushioning and centering device for a railway car coupler comprising a pair of links swingably suspended from the car on opposite sides of the center of the car, a coupler carrier consisting of a semi-elliptical spring having its opposite ends pivotally attached to said links, respectively, and a part secured to said spring having spaced apart lugs to retain the coupler in the middle of the carrier, said part arranged to engage said links upon a predetermined vertical movement of the spring whereby the coupler may be supported by the links independently of the spring.

2. A cushioning and centering device for a railway car coupler comprising a supporting member mounted upon the car, a pairof links swingably suspended from said supporting member on opposite sides of the center of the car, each of said links having spaced apart walls and a journal therebetween at its lower end, a coupler carrier consisting of a semi-elliptical spring having its opposite ends pivotally engaging the jo'urnals of said links, respectively, and a part secured to said spring having spaced apart lugs to retain the coupler in the middle of the carrier, said part extended between said walls and over said journals of the links so as to engage said links upon a predetermined vertical move ment of the spring whereby the coupler may be supported by the links independently oi the spring.

3. A cushioning and centering device for a railway car coupler comprising a. supporting member mounted upon the car, a pair of links swingably suspended from saidvsupporting member on opposite sides of the center of the car, a coupler carably suspended from the car on opposite sides of the center line of the car, a coupler carrier com= prising an upwardly projecting semi-elliptic spring having its opposite ends pivotally attached to said links, respectively, and yielding means to restrict the downward spring action of the carrier.

5. A cushioning and centering device for a rail- Way car coupler comprising an upwardly bowed semi-elliptical spring adapted to support a car coupler adjacent the middle thereof, links swingably suspending the ends of the spring from the car, and means to yieldingly resist the outward movements of the ends of said spring due to the downward movement of the middle of the spring 6. A cushioning and centering device for a railway car coupler comprising apair of links swingably suspended from the car on opposite sides of the center line of the car, a coupler carrier comprising a leaf spring having its opposite ends pivotally attached to said links, respectively, .and

separate yielding means to restrict-the downward movement of the carrier.

7. A cushioning and centering device for a railway car coupler comprising a supporting member mounted upon the car, a pair of links swingably suspended from said supporting member on opposite sides of the center of the car, a coupler carrier comprising a semi elliptical spring having its opposite ends attachedto said links, respectively, and means to restrict the downward movement of the spring, said means comprising a member engaging the lower ends of the links which per= mits only a predetermined amount of movement of the lower ends. of the links away from each other.

8. A cushioning and centering device for a ra lway car coupler comprising a pair of links swingably suspended from the car on opposite sides of the center line of the car, a coupler carrier comprising a leaf spring and an emergency coupler support, said spring having its opposite ends operatively attached to said links, said emergency coupler support associated and arranged with the other elements to support the coupler upon the links in the event of a failure of said spring 9. A cushioning and centering device for a railway car coupler comprisinga pair of links swingably suspended from the car, a coupler carrier railway car coupler comprising a pair 01' links comprising a semi-elliptical spring having its opposite ends pivotally attached to said links, respectlvely, and means to limit the downward movement of the said spring, said means comprising a semi-elliptical spring with itsopposite ends connected to said first mentioned spring.

10. A cushioning and centering device for a swingably suspended from the car on opposite sides of the center line of the car, a coupler carrier comprising an upwardly projecting semi- .elliptic spring and a carriage resting upon and secured to said spring, said spring having its opposite endspivotally attached tosaid links, respectively, said carriage being extended and provided with downwardly extended portions which engage the opposite ends, respectively, of the spring upona predetermined outwardly swinging movement of the links, thereby restricting the downward spring action of the spring.

11. A cushioning and centering device for a railway car coupler comprising a pair of links swingably suspended from the car, a coupler carrier comprising an upwardly bowed semi= elliptical spring having its opposite ends pivotally attached to said links, respectively, and means carried by the links to restrict the separation of the lower portions of said links.

12. A cushioning and centering device for a railway car coupler comprising a par of links swingably suspended from the car, a coupler carrier comprising a leaf spring having its opposite ends pivotaliy attached to said links, respectively,

- and means to swingably support the coupler upon said links in case of failure of said spring.

13. A cushioning and centering device for a' railway carcoupler'comprising a pair of links swingably suspended from the car, a coupler carrier comprising a leaf spring having its-opposite ends pivotally attached to saidlinks, respectively, and a rigid means to swingably support the coupier upon said links in case of failure of said spring.

14. A cushioning and centering device for a railway car coupler comprising a pair of links swingably suspended from. the car. and a coupler carrier comprising a semi-elliptical spring having lts opposite ends pivotally attached to said links, respectively, said carrier provided with means operable upon a predetermined-spring movement of the carrier to transmit any vertical load imposed upon the carrier to said links whereby the vertical spring movement of the spring is limited.

15. A cushioning and centering device for a railway car (nupler comprising a member mounts ed upon the car, a pair of links swingably suspended from said member, a coupler carrier consisting of a leaf spring having its opposite ends pivotally attached to said links, respectively, and

apart attached to said spring and arranged to engage said linksupon a predetermined vertical movement of the spring whereby the coupler may be supported by the links independently of the spring, said part engaging said member to limit the movement of the 0 er lengthwise of the car, which means also prevents the carrier from tipping when the' coupler slides over it. b

16. A cushioning and centering device for a railway car coupler comprising a pair .of links.

swingably suspended from the car, and a coupler carrier comprising a leaf spring having itsopposite ends pivotally attached. to said links, respecupon a predetermined spring movement of the carrier to transmit any vertical load imposed upon the carrier to said links whereby the vertical spring movement of the spring is limited.

nnoan E. scmlssmonn.

tiveiy, said carrier provided with-means operable Q 

